Automatic locomotive-controlling device.



No. 738,538. PATENTED SEPT. 8, 1903.

0. HANsBL. AUTOMATIC LOOOMOTIVE CONTROLLING DEVICE.

APPLICATION FILED MAR. 27 1903.

N0 MODEL.

m: NORRIS PEYERS :0, wow-mum wA H Patented September 8, 1903.

PATENT OFFICE.

CHARLES IIANSEL, OF \VESTFIELI), NEW JERSEY.

AUTOMATIC LOCOMOTlVE-CONTROLLING DEVICE.

SPECIFICATION forming part of Letters Patent No. 738,538, dated September 8, 190 3.

' Application filetlMarcll 27. 1903. Serial N0.1 L9,813. (No model.)

To (Z7, whom, it may concern.-

Beitknown that I, CHARLES HANSEL, a citizen of the United States, and a resident of WVestfield, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Automatic Locomotive-Controlling Devices, of which the following is a specification.

This invention relates to automatic locomotive-controlling devices. Its object is to provide automatic means for closing the throttle ofalocomotive-engine when the engine passes a protected spot in the road-bed whereby the train may be brought to a stop.

The invention consists in the mechanisms and arrangements of, parts hereinafter described and claimed.

In the drawings, Figure 1 is a view, partly in elevation and partlydiagrammatic, of the operating parts of the mechanism. Fig. 2 is a view of the modification. Fig. 3 is a crosssection on the line 3 3 of Fig. 2. Fig. 4. is a cross-section of a detail. Fig. is an elevation fromanother point of view of the contactmaker shown in Fig. 1. Fig. 6 isa side view of another-modified form of throttle-lever, and Fig. 7 is a cross-section on the line 7 7 of Fig. 6.

In the drawings, 1 is the boiler-casing.

2 is the throttle-pipe.

3 is the throttle-valve.

4c is a bell-crank lever for operating the throttle-valve. 5-is a connecting-rod for operating said bell-crank, and 6 is the throttle-lever, provided with the usual spring-latch 7, engaging the notched segment 8.

Thus far the parts are the usual ones found in every locomotive.

The present invention relates to means for automotically releasing the throttle-latch and shifting the throttle-lever and, if desired, making an audible signal and setting the airbrakes.

In Fig. 1 the form shown consists of a cylinder 9, fastened to the boiler-casing 1 and containing a piston 10, having in it the equalizing-port 11. The piston-rod 12 is connected to the throttle-lever 6 by a link 13, connected to a trip 14., pivoted at on the throttle-lever and having an arm 16 engaging the lower end of the latch 17, so that when the latch 7 is engaged in a notch of the segment 8 and fluid-pressure is carried into the right-hand end of the cylinder 9 the pull upon the rod 12 and link 13 will tilt the trip 14. and lift the latch 7 out of its notch, andthen the further movement of the piston 10 will pull the throttie-lever 6 so far as may be necessary to close the throttle-valve 3 and shut ofi steam to the cylinders of the engine. When the piston has shifted the throttle-lever, the latch 7 reengages the segment 8.

A suitable source of fluid-pressure supply is provided for this apparatus, which may be the usual airbrake train-pipe or an air-tank containing air underpressure for operating the air-brakes or aseparate air-tank supplied either by the air-brake pump or by a separate pump, or it may be the steam-boiler pressure, as desired. The fluid-pressure supply comes from a pipe 17, which passes through a suitable valve 18 and continues through a pipe 19 to the right-hand end of the cylinder 9, as shown. The valve 18 has a movable part, which in the form shown is a plug 20 and is adapted either to connect the supply 17 with the pipe 19 or to connect said pipe 19 with an exhaust-port 21 for exhausting the right-hand end of the cylinder 10. The movable part or plug 20 is provided with means for its automatic movement to said first position, consisting in the present form of a weighted arm 22., that is free to be moved to connect the supply 17 with the operatingpipe 19. The said arm is used in combination with suitable mechanism for holding the plug in normal position, in which the inlet 17 is closed and the cylinder is connected with the exhaust. The arm 22 preferably has a circular surface 23, provided with a tooth 24, adapted to engage in a notch 25 in a latch 26, that is supported by the pivot 27 in a fixed relation with the valve 18. The latch 26 has a projection 28, which when the latch is tilted rests upon the curved surface 23 in order to hold the latch in proper position for the engagement of the tooth 2a with the notch 25. The latch 26 engages an arm 29, pivoted at 30 to the same frame and carrying the armature 31 of an electromagnet 32. While the electromagnet is energized the armature and the arm 29 are held in the position shown in full lines in Fig. 1 by the projection 33 on said arm, the latch 26, and counterweighted arm 22 in the position'shown in Fig. 1; but if the electromagnet is denergized the arm 29 drops into the position shown in dotted lines in Fig. 1, thus releasing the latch 26 and permitting the counterweighted arm 22 to drop into its dotted-line position, thus connecting the inlet 17 with the connecting-pipe 19 and introducing fluid-pressure into the cylinder 9 in order to 35, also operated bya pin 36 on the plunger,

raising a bar 36 at the same time, which lifts the armature-arm 29 back to place. The inward movement of the plunger, therefore, against the force of the spring 37 resets the valve and causes reengagement of the latch 26-with the projection 33, thus latching the armature in place. Then the spring 37 resets the plunger to its normal position.

It is desirable that the arm 22 shall be reset and that thereafter the armature-arm shall take its retaining position. For this purpose the plunger-stem 34 carries a rod 38, sliding thereon and held by a suitable connection, such as by aslot and pin, as shown.

' A spring 39 tends to project the rod 38 and is strong enough to permit resetting of the arm 22 before compressing the spring. By forcing the plunger farther inward and compressing the spring the pin 36 actuates the bell-crank lever 35 and resets the armaturethe valve 20; second, of the number of movements of the plunger 34; third, of the length of each period during which the engineer presses the plunger 34 inward either to prevent the automatic action of the throttle or to return the parts to place, and, fourth, the length of each period during which the valve 20 connects the supply with the operatingcylinder 9. These functions of the appara tus are for the purpose of increasing the se curity of life and limb of the passengers or trainmen and the safety of the merchandise on the train, for the following reasons: Ifa record is kept of each of these operations of the mechanism within a case inaccessible to the engineer, he must intentionally and deliberately prevent the operation of the apparatus by pressing in the plunger. He mustintentionally return the parts to place promptly or be reported forcarelessness and negligence. These devices are applied to the mechanism as follows: A counting device 40 is fixed upon the frame in such position that its stem will be actuated by the latch 26 or, if desired, by the arm 29 whenever either move into the dotted-line position of Fig. 1. A counting device 38 has a stem adapted to be struck by the bell-crank lever 35 or by the plunger 34 each time that the plunger is operated either to hold the parts in place or to return them to place. An ordinary chronograph 42 of any suitable form, such as the spring-driven cylinder, has upon its surface a sheet of paper which is marked by a tracing-point 43,

fa'ces or hooks engage and the arm 44 is lifted.

and is maintained in the lifted position, whereby the tracing-point 43 is withdrawn from the surface of the cylinder 42. It will be seen that whenever the plunger 34 is pressed inward the tracing-point 43 begins to mark upon the cylinder, and inasmuch as the cylinder is operated continuously by a clockwork apparatus the marking will continue and will be of a length proportionate to the length of time during which the plunger isheld inward; but the marking will stop as soon as the plunger is moved outward again. A similar arm 47 carries a second tracing-point 48 for marking a line on the chronographic cylinder parallel to the line made by the pointer 43. This arm is held away from the cylinder by the arm 22 aslong as said arm 22 is in its raised position; but when the arm 22 drops into the dotted-line position of Fig. 1 the arm 47 falls and a corresponding marking occurs, showing the length of time during which the valve 20 is open and the throttle is closed.

In order that the throttle may be operated I net, a battery 49 in the engine-cab is connected with the magnet 32 and also with a circuitbreaker under the engine consisting of a pair of insulated contact-strips 5O 5].. Under the engine and adjacent to the road-bed hangs a freely-movable counterweighted arm 52, pivoted at 53 to the engine and adapted to close the circuit between the strips 50 and 51, and thence through the batteryandelectromagnet. The weighting of the arm 52 keeps it in this position. I prefer a mechanism of this general type because it is easier to break than to make a circuit. A track instrument of suitable form is provided-such, for instance, as the pivoted bar 55-which is adapted to be operated by the stem 56 of the piston 57, moving in the cylinder 58. The piston is adapted to be raised by fluid-pressure supply through a pipe 59, running to and connected with a suitable source of fluid-pressure supply at any station along the line. The fluid-pressure supply to the cylinder 58 may be controlled by the setting of a switch or signal.

The operation of the device is as follows: When the arm 55 of the track instrument is raised, the swinging arm 52 will come into contact with it and will be tilted, so that the magnet 32 will be denergized, allowing the arm 29 to drop and introducing fluidpressure into the cylinder 9, thus closing the throttle without the intervention of the engineer.

The cylinder 9 may be connected with a whistle 59, the connection being such that when the piston has moved to a desired extent the whistle will sound by the fiuid-pressure from the pipe 19.

In Figs. 2 and 3 is shown a modified form of the apparatus for automatic closing of the throttle-valve. In this case the action occurs without moving the usual throttle-lever. The

, latch 64, carried by one of the connecting parts and adapted to seat in a recess or notch in the other. The latch or pin 64: is normally pressed toward engaging position by a spring 66. The throttle-lever has the usual latch 7, engaging in notches in a segment-bar 8. When pressure through the pipe 19 is introduced into the cylinder 9, it moves the piston thereof to close the throttle, and the same pressure moves the lever 61 and disengages the latch 64, which slides out of its notch 65 because the end of the latch 64 is rounded or beveled, and the notch 65 is correspondingly formed, so as to permit the engagement and disengagement of the two parts. The piston movement just described moves the lever 61 into the position shown in the dotted lines in Fig. 2, but leaves the throttle-lever 63 in position. A lug on the throttle-lever 61 prevents the rod 61 from moving across the lever and also acts upon the rod in moving the lever toward the left.

Figs. 6 and 7 is another slightly-modified form of the device shownin Figs. 2 and 3. In this instance a rod 67 is pivoted on the throttle-lever pivot 68 and is connected to a yoke 69 by means of a cross-bolt 70. The throttle lever 71 is cut away and abuts against said rod 67 on the dotted line and lies between side flanges 011 the said rod and also has a depression into which the bolt may set. The throttleJever and the rod 67 are provided with a spring-operated latch 64 and its notch or recess, as in the case of the form shown in Figs. 2 and 3. This form isa solid construction. When the throttle-lever 70 is pushed forward to close the throttle, it pushes the rod 67 ahead of it with good. bearing against it.

What I claim is 1. In an apparatus for train control, a throttle-valve, a cylinder and piston connected with the throttle-valve, a throttle-lever connected thereto, fluid-pressure supply for moving said piston in the direction to close the throttle-valve, a valve governing said fluidpressure supply, a track instrument, devices controlled by said track instrument for operating said valve to connect the cylinder and the fluid-pressure supply, manually-operated returning means for resetting said devices and valve, a counter for registering the number of movements of said valve, a counter for registering the number of movements of said returning means, means for registering the length of time during which said returning means are in operation, and means for registering the several lengths of time during which said valve connects the fluid-pressure supply with said cylinder.

2. In an apparatus for train control, athrottle-valve, a cylinder and piston connected with the throttle-valve, a throttle-lever connected thereto, fluid-pressure supply formoving said piston in the direction to close the throttle-valve, a valve governing said fluidpressure supply, a track instrument, a counterweighted arm for operating said valve to connect the cylinder and fluid-pressure supply, a latch for holding said arm in position to cut off said fluid-pressure supply, releasing means controlled by said track instrument for releasing said latch, manually-operated returning means for resetting said arm and latch, a counter for registering the number of movements of said valve, a counter for registering the number of movements of said returning means, a register for registering the length of time during which said returning means are in operation, and means for registering the several lengths of time during which said valve connects the fluidpressure supply with said cylinder. 3. In an apparatus for train control, a throttle-valve, a throttle-lever having a. latch, a segment for said latch, a cylinder and piston connected with the throttle-valve, means for automatically disengaging the said latch,

fluid-pressure supply for moving said piston in the direction to close the throttle-valve, a valve governing said fluid-pressure supply, a track instrument, devices controlled by said track instrument for connecting the cylinder and fluid-pressu re supply, manually-operated returning means for resetting said devices and valve, a counter for registering the number of movements of said valve, a counter for registering the number of movements of said returning means, means for registering the length oftime during which said returning means are in operation, and means for registering the length of time during which said valve connects the fluid-pressure supply with said cylinder.

4:. In an apparatus for train control, a throttle-valve, a cylinder and piston connected with the throttle-valve, a throttle-lever connected thereto, fluid-pressure supply for moving said piston in the direction to close the throttle-valve,-a valve governing said fluidpressure supply, a track instrument, valveoperating means tending to operate said valve to connect the cylinder and fluid-pressure supply, electromagnetic devices for restraining said valve-operating means, a source of electric energy, a circuit therefrom through said electromagnetic devices, open contacts in said circuit, a freely-moving arm for connecting said contacts and adapted to ,be operated by said track instruments, and valveoperating means, acounter for registeringthe number of movements of said valve, a countor for registering the number of movements of said returning means, means for registering the length of time during which said returning means are in operation, and means for registering the several lengths of time during which said valve connects the fluidpressure supply with said cylinder.

5. In an apparatus for train control, a throttle-valve, a cylinder and piston connected with the throttle-valve, a throttle-lever connected thereto, fiuid-pressu re supply for moving said piston in the direction to close the throttle-valve, a valve governing said fiuidpressure supply, a track instrument, devices controlled by said track instrument for operating said valve to connect the cylinder and the fluid-pressure supply, manually-operated returning means for resetting said devices and valve, a counter for registering the number of movements of said valve, a counter for registeringthe number of movements of said returning means, means for registering the length of time during which said returning means are in operation, means for registering the several lengths of time during which said valve connects the fluid-pressure supply with said cylinder, and an audible signal operated when said valve is operated.

6.- In an apparatus for train control, a throttle-valve, a cylinder and piston connected with the throttle-valve, a throttle-lever connected thereto, fluid-pressure supply for moving said piston in the direction to close the throttle-valve, a valve governing said fluidpressure supply, a track instrument, a counterweighted arm for operating said valve to connect the cylinder and fluid-pressure supply, a latch for holding said arm in position to cut on said fluid-pressure supply, releasing means controlled by said track instrument for releasing said latch, manually-operated returning means for resetting said arm and latch, a counter for registering the number of movements of said valve, a counter for registering the number of movements of said returning means, a register for registering the length of time during which said returning means are in operation, means for registering the several lengths of time during which said valve connects the fluid-pres- 'su re supply with said cylinder, and an audible track instrument, devices controlled by said track instrument for connecting the cylinder and fluid-pressure supply, manually-operated returning means for resetting said devices and valve, a counter for registering the number of movements of said valve, a counter for registering the number of movements of said returning means, means for registering the length of time during which said returning means are in operation, means for registering the length of time during which said valve connects the fluid-pressure supply with said cylinder, and an audible signal operated when said valve is operated.

8, In an apparatus for train control, a throttle-valve, a cylinder and piston connected with the throttle-valve, a throttle-lever connected thereto, fluid-pressure supply for moving said piston in the direction to close the throttle-valve, a valve governing said fluidpressure supply, a track instrument, valveoperating means tending to operate said valve to connect the cylinder and fluid-pressure supply, electromagnetic devices for restraining said valve-operating means, a source of electric energy, a circuit therefrom through said electromagnetic devices, open contacts in said circuit, a freely-moving arm for connecting said contacts and adapted to be operated by said track instruments, and valveoperating means, a counter for registering the number of movements of said valve, a counter for registering the number of movements of said returning means, means for registering the length of time during which said returning means are in operation, means for registering the several lengths of time during which said valve connects the fluid-- pressure supply with said cylinder, and an audible signal operated when said valve is operated.

CHARLES I-IANSEL. Witnesses:

H. M. MARKLE, AARON DEAN, Jr. 

